Speed-regulator for explosion-engines.



No. 799,459. PATENTED SEPT. 12, 1905.

. G. DUFFING. SPEED REGULATOR FOR EXPLOSION ENGINES.

APPLICATION FILED JUNE l, 1903.

Z SHEETS-SHEET 1.

l/ (i 2% 2 a V W A; O J? 0 I 0 O O o 101:7? n

mcsiw. a mmum co. PaOlO-LIYNOGRAPNERS, wlsmumon u c N0. 799,459.PATENTED SEPT. 12, 1905.

I G. DUFFING.

SPEED REGULATOR FOR EXPLOSION ENGINES.

urmonmn FILED JUNE 1. 1903.. 7

a snsm's-snnnzr 2.

Ja eutor;

UNITED STATES earner orrion.

SPEED-REGULATOR FOR EXPLOSION-ENGINES.

Specification of Letterslatent.

Patented Sept. 12, 1905.

Application filed June 1,1903. Serial No. 159,'700.

To all whom it may concern.-

Be it known that I, GnoRe DUFFING, engineer, a subject of the GermanEmperor, residing at 93 Deutzerstrasse, Mi'ilheim-on-the Rhine, Germany,have invented certain new and useful Improvements in Speed-Regulatorsfor Explosion-Engines; and I do hereby declare the following to be afull, clear, and exact description of the invention, such as will enableothers skilled in the art to which it appertains to make and use thesame.

My invention relates to gas-engines, and more especially to those partsof such engines by which the admission of the explosive mixture to thecylinder is controlled.

,The invention has for its object to obtain an equally intimate mixtureof explosive gas for all speeds of the engine.

In the regulation of explosive-engines the difficulty has beenencountered that as the speed of the engine has been increased the valveadmitting the explosive fluid was opened by means of the governorconnection in order to admit a greater amount of the explosive mixture.This resulted in a corresponding increase of the cross-section of theentrance, and consequently reduced the throttling action of the valveand resulted in a less perfect mixture of the gases. In other words, ifunder the old arrangement by a change in the load-adjustment of theregulator the mean speed of the engine is reduced and at this re ducedmean speed the full power of the engine is called for, then theregulator brings into service the entire cross-section of the gas andair inlet, the same as at a higher speed of the engine. Since, however,the speed of the engine has become less, the air and gas now flowsthrough the same cross-section at a re duced velocity, and theconsequence is that the thoroughness of the mixture is impaired. Thisinvention is an improvement upon the old, whereby the cross-section ofthe entrance is reduced as the mean speed of the engine is lowered, sothat a more perfect mixture and increased efiiciency is attained whenthe engine is operating at a lower speed.

The invention consists in providing means for effecting a throttlingaction in the channel by which the explosive mixture is admitted to thecylinder and in making such arrangements that the said throttling actioncan be increased or diminished, according and in proper relation to themean speed at which the engine is to be run.

In the accompanying drawings, Figure 1 is a diagrammatical illustrationof the parts of a gas-engine which form the subject of the followingdescription, other well-known parts being omitted; and Fig. 2 is asimilar illustration of a modification.

In the figures, A is a centrifugal governor of the usual description,which, by means of the lever to and the rod a, acts upon the valvescontrolling the composition of the explosive mixture in the usual knownway, so as to automatically retain constant at all loads the speed forwhich the governor is once adjusted. In order to adjust, the governor Afor different speeds, the tension of the spring I) can be varied, andfor this purpose the spindle b is attached to the lower end of thespring 6 and is provided with a hand-Wheel Z), forming an adjusting-nut.By means of a lever c and a link 0 the spindle b" is connected to theone arm 0" of a bell-cranklever whose other arm (Z is provided with aslot in which an adjustable bearing 6 can slide up and down. Thisbearing is mounted in guides d and forms the pivot of a lever 0, one armof which is connected by a link a to a lever s and the other by a link1; to the valve V,

controlling the admission of the explosive mixture to the cylinder U.The free end of lever s is provided with a roller 8, held in contactWith a sleeves by a spring 12. The sleeve 5' is mounted upon a shaft S,to which the revolution of the main engine-shaft is transmitted by theusual intermediate mechanism. (Notshown in the drawings.) On the sleeve8 is fixed a cam projection s, which causes an oscillation of the leversevery time it passes under the roller 8', thereby opening the valve Vfor the admission of the explosive mixture to the cylinder.

' It will be seen that if the pivot of the lever e is shifted either tothe right or left the valve will ofler a larger or smaller outlet forthe mixture when opened.

The operation of this device is as follows: It is found that in order toobtain an intimate mixture of the gases composing the charge of thecylinder, it is in most cases suflicient to 7 provide in the channel bywhich the mixture is admitted to the cylinder a portion having acomparatively small section. On being forced through this portion of thechannel the speed of the gases is considerably increased. By this meanswhirls are formed in the stream of gases, and intimate mixture is theconsequence. It has been found, however, that this throttling actioncannot be increased beyond a certain limit dictated by experience,because otherwise too much resistance would be offered and acorresponding increase of the time consumed in charging the cylinderwould follow, and thus a diminution of the power of the engine.Therefore it will be seen that for every speed of the engine a definiteamount of throttling action will render the best results, and, if thesame engine is to be run at different speeds, the throttling actionadapted to the highest speed will not be sufiicient to cause asatisfactory mixing of the gases when the engine is run at low speeds,and vice versa. present invention to obviate this difiiculty not only bymaking the throttling-section of the admission-channel variable, so thatit can be adapted to difierent speeds of the engine, but also to makethe variations of the throttlingsection dependent upon the adjustment ofthe governor. The different parts are so dimensioned that when theengine is running at its highest speed the opening movement of the valveV is just sufiicient to cause an amount of throttling action in thestream of gases which gives the most favorable results. When the speedof the engine is to be diminished, the hand-wheel b is turned so as toretract -the spindle b, and thereby increase the tension of the spring6. Lever 0 and link 0' will then act upon the bell-crank lever 0 (Z soas to rock it to the left, and the opening movement of the valve V willbe correspondingly reduced. Thus the throttling action of the valve willremain practically constant though the charge of gas admitted to thecylinder at each opening of the valve is reduced. To illustrate, we willsuppose that the governor (see Fig. 1) is adjusted to maintainapproximately two hundred revolutions per minute. The actual speed willvary between one hundred and ninety-six at full load and two hundred andfour without load. As the speed of the engine falls below or rises abovethese limits the connection between the governor and the inlet-valvewill operate to increase or diminish the quantity of explosive mixturefed to the cylinder in such manner as to maintain this approximatespeed. If it is desired to reduce the mean number of revolutions to,say, one hundred, then by adjusting the governor by means of a spring orany other well-known medium a condition may be attained whereby thegovernor will operate, through its connections, to maintain a speedwithin the limits of about ninety-seven under full load and one hundredand three without load. Thus far the arrangement is well known. However,under the ordinary arrangement the inlet-valve at the lowest position ofthe regulator would open just as far whether the regulator were set tomaintain a speed of two hundred or one hundred revolutions. Since in thelatter case the number of revolutions is but one-half as large, then thevelocity of the explosive gases It is the object of my in thevalve-entrance would also be reduced one-half, and the mixture wouldconsequently not be so thorough. To overcome this difiiculty, the rods 00 0 are so connected with the spindle Z) that when by means of the wheel5 the governor is so adjusted as to maintain a lower mean speed thefulcrum of the lever-rod is shifted and the extent to which the valve Vis opened is simultaneously reduced. The effect is that as the meanspeed is reduced onehalf the cross-section of the entrance is alsoreduced one-half, and the constant velocity of the gases is maintained,resulting in an efficient mixture under varying circumstances.

In the embodiment of my invention described with reference to Fig. 1 theopening oflered by the admission-valve V is itself thethrottling-section, and, as has been already explained, this section isvaried accordingly as the governor is adjusted for higher or lowerspeeds by turning the hand-wheel b. However, I wish it to be understoodthat I consider any other device by which the adjustment of the governorlikewise causes a corresponding adjustment of the throttling-section inthe admission-channel as included in my invention. Thus, for instance,in some cases I preferto use separate appliances for the admission andfor mixing purposes, an example of such an arrangement being illustratedin Fig. 2. In Fig. 2the throttling action upon the explosive mixture isproduced by a damper d, arranged in the path of the mixture, thethrottling action in this case being independent of the inlet-valve V.This damper d is connected by the links and levers 0, 0, and 0 with thespindle b, as before. The principle of operation in both cases is thesame. 7

Having now particularly described and ascertained the nature of my saidinvention and in what manner the same is to be performed, I declare thatwhat I claim is- 1. In a gas-engine, the combination, with means forvarying the mean speed of the engine, of means for maintaining asubstantially uniform velocity of inflow of the explosive gases to thecylinder under different mean speeds.

2. In a gas-engine, the combination, with means for varying the meanspeed of the engine, of means for reducing or enlarging the section ofthe channel admitting the explosive gases to the cylinder according asthe mean speed of the engine is reduced or increased.

3. In a gas-engine, the combination, with means for adjusting thespeed-governor to vary the mean speed of the engine, of means forreducing or enlarging the section of the channel admitting the explosivegases to the cylinder in proportion as the governor is adjusted toreduce or increase the mean speed of the engine and simultaneouslytherewith.

4. In a gas-engine, the combination, with means for adjusting thespeedgovernor to vary the mean speed of the engine, of a valve forreducing or enlarging the section of the channel through which theexplosive mixture flows to the cylinder, and aconnection between thevalve and the adjusting means whereby the adjustment of the governor toa reduced mean speed will result in a reduction of the section of thechannel and vice versa.

5. In a gas-engine, the combination, with a centrifugal governor, aspring adapted to counteract'the centrifugal force, and means forvarying the tension of said spring, of a lever arranged to control themovement of the admission-valve, and means for shifting the fulcrum ofsaid lever, said shifting means being controlled by the means forvarying the tension of the governor-spring.

6. In a gas-engine, the combination, with two witnesses.

GEORG DUFFING. Witnesses:

M. FRHRR VON LYNOKER, CARL W.- ScHMITT.

